Counter-shaft



(NoModeL) 2 SheetsSheet 1. A. D. PENTZ.

COUNTER SHAFT. 1 T0. 446,138. Patented Feb. 10,1891.

Fig.1.

(No Model.) 2 Sheets-Sheet 2. A. D. PENTZ.

COUNTER SHAFT. No. 46,138. Patented Feb. 10,1891.

I PL .5.

wmmy (mm as TNE NORRIS ravens cm, wow-mum, msnmaron, n. c.

UNITE STATES -ALBERT D. PF.NTZ, OF ELIZABETH, NEIV JERSEY.

COUNTER-SHAFT.

SPECIFICATION forming part of Letters Patent No. 446,138, dated February10, 1891.

Application filed September 10, 1889- Serial No 323,505. (No model.)

To all whom it may concern.-

Be it known that I, ALBERT D. PENTZ, a citizen of the United States, andaresident of Elizabeth, in the county of Union and State of New Jersey,have invented certain new and useful Improvements in Counter-Shafts, ofwhich the following is a specification.

' The object of this invention is to improve counter-shafts and similarmeans of controlling power.

First. By an improved friction-clutch of simple design in which theshipper element is made particularly light in weight and may easily bethrown from one position to the other without the expenditure of muchforce. This friction, furthermore, clamps the running element to theshaft on friction-surfaces contiguous to the belt-surfaces, andtherefore there is the maximum of driving effect attained by the minimumof pressure on such friction-surfaces.

Second. By providing this counter-shaft with self-aligning andself-oiling boxes. In the construction of counter-shafts it is necessaryto provide self-aligning boxes to compensate for contortions incident tobolting such counter shafts to irregular surfaces,

' such as the ordinary timbers on factory ceilings. Therefore the box ismounted on a hemisphere, to which it is held by opposing cheeks. Theself-oilin g feature in these boxes is a well-known one.

Third. By attaching all the features necessary to a counter-shafttogether for convenience in handling and shipping, for economicalmanufacture, and for convenience in adjustment.

I have reduced this invention to practice by constructing the mechanismsillustrated in the accompanying drawings, in which- Figure 1 is a sideelevation of a countershaft containing my invention as it is inpractice. Fig.2 is an end elevation of same. Fig. 3 is a verticallongitudinal section cutting the shaft through the center. Fig. 4 is asection on line A B, Fig. 3, cutting the bracket, journal-box, andshaft. Fig. 5 is the left-hand end of Fig. 3, enlarged. Fig. 6 is asection on line C D, Fig. 5, showing details of pulley. Fig. 7 is anelevation of the extreme left hand of Figs. '3 and 5, to showclutch-levers and collet. Fig. 8 is a horizontal section through theshipper and the extension of the shipper-rod, showing connection.

Like numerals indicate like parts in each view.

The self-oiling pulley indicated in Figs. 3, 5, and 6 and detailed inparts numbered 22 to 29, inclusive, is embraced in a separateapplication for Letters Patent, dated April 9, 1890, Serial No. 347,263.

The part marked 1 is a bracket or double hanger, made of one castingpreferably, and to which all the other elements are here connected.

The parts marked 2 are screws to secure the bracket to the ceiling orWall in the ordinary manner.

The parts marked 3 are loops upon bracket 1 to sustain and control the journal-boxes. These can be made open at one side; but I find that ashere constructed less metal has a greater strength.

The part marked 4: is a small hub 0n bracket 1 to receive the arm forthe support of the shipper.

The part marked, 5 is a set-screw for the arm that supports the shipper.

The part marked 6 is a shaft, tubular for the reception of theshipper-rod when the friction clutch has the construction here shown;but it is not necessarily tubular for modified constructions of thefriction-clutch. The shaft is here ot'the same diameter its entirelength, and depends on the hubs of the friction-flanges which comeagainst the journal-boxes for end location.

The parts marked 7 are screws cut on the shaft 6 to adjust and securethe clutch-lever collets.

The parts marked 8 are journal-boxes, each 7 around the shaft that isfound best.

mOviug excessive oil from the shaft in such a position that such oil isforced to drop back into the reservoir. These bridges are parts of the journal-bearings, and their position gives them value as supports to theshaft, which if the channels 9 were cut entirely around the journalwould be lost.

The parts marked 11 are reservoirs secured to the boxes 8 by screws, butwhich may, if found to be economica1,be cast parts of boxes 8.

The parts marked 12 are screws to connect the reservoirs 11 to the boxes8.

The parts marked 13 are recesses out in each end of the under sides ofthe boxesS to permit the reservoir 11 to reach up to the shaft, andserving as a trap to catch whatever oil comes through the journal fromthe channels 9.

vT he parts marked 1a are bosses added to the thickness of the reservoir11 to permit the introduction of the hemispherical pivots.

The parts marked 15 are hemispheres, attached to the loops 3, in thisconstruction being points of screws. In my experience I have made anumber of these solid in the loops 3; but I find it cheaper to furnishscrews that are easily machined than to do so much fitting.

The parts marked 16 are screws to support and adjust the hemispheres 15.

The parts marked 17 are checks that, in connection with the hemispheres15, secure the boxes 8 to local position within the loops 3. It is notmaterial that they be distributed as here shown. They may occupy anyangle For instance, the hemispheres 15 may be above the box 8 and thecheeks 17 be beneath the reser voir 11, if desired. The shaft 6, lyingwithin these boxes 8, aligns them automatically, and the boxes are thussecurely held 011 the hemisphere 15 by the combined effects of thecheeks T known and need no description.

The parts marked 20 are wheels.loosely fitted to the shaft 6 andsituated when considered as parts of friction-clutches between "thefriction-flanges and the clutchlevers.

The parts marked 21 are holes pierced through the hub of the pulleys 20to introduce oil to the bearings.

The parts marked 22 are oil-chambers placed between the rims of thewheels 20 and rims of the wheels 20, used to supply oil to the chambers22 and tightly closed by the screws shown.

The parts marked 25 are pins or similar supports contiguous to the rimsof the wheels 20 and within chambers 22.

The parts marked 26 are oil-carriers reaching from around the shaft 6 tothe pins 25 and around it.

The parts marked 27 are walls of the oilchamber 22, made of sheets ofglass, mica, gelatine, or material that will show through them how muchoil there is in the chambers.-

The parts marked 28 are annular stops on the hubs of the pulleys 20' tolocate the wall 27.

The parts marked 29 are annular stops inside the rims of the wheels 20to locate the other edge of wall 27. It is intended to use a cement orgaskets between the walls 27 and the stops 28 and 29 to insuretightness, and to secure the wall 27 to the stops 28 and 29.

The parts marked 28 are nuts on the hubs of the pulleys 20 to hold thewall 27 against the stops 28 and 29.

The parts marked 30 are friction-flanges secured to the shaft 6, andhaving smooth friction-surfaces, here made annular planes, andnecessarily not greatly removed from planes.

The parts marked 31 are set-screws that secure the flanges 30 to theshaft 6.

The parts marked 32 are annular cushions between the pulleys 20 and theflanges 30, of

elastic material, in this construction paperboard.

The parts marked 33 are suitable surfaces on or recesses in the pulley20, of a form to exactly oppose the frictioiii-surfaces of the flanges30, and in the absence of the cushions 32 they may with good results becontact-surfaces for the clutch. It makes no difference whether thepulleys 20 or the flanges 30 be rigidly attached to the shaft 6,provided one of them is free to move parallel to the direction of theshaft in obedience to the clutchlevers, and is situated between suchlevers and the rigidly-attached member.

The parts marked 34 are loose flanges, which can be'inade parts of thepulleys 20, if desired. They are here made coniforin to assist thelevers.

The parts marked 35 are levers supported on fulcra within their collets36, and operating to engage the friction-clutches. V

The parts marked 36 are fulcrum-collets having supports and fulcra forthe levers 35, and being adj ustably connected on'the shaft 6 by thescrew 7. One of these in this construction is furnished with a guide forthe ship er-rod.

The parts marked 37 are the fulcra of the levers 35. They are here pinssupported on both sides of the levers and rigidly attached to theirsupports.

The part marked 38 is the shipper-rod of the friction-clutches,operatingbyinclines on the levers of the friction-clutches, locking themwhen inserted between, and connected directly to the shipper by acircular groove and studs filling such groove between its walls.

The parts marked 39 are clamp-screws to secure the collets 36 to thescrews 7.

The parts marked 40 are slots cutting the collets entirely through onone side, from outside to their shaft-bearings. The screws 39 passfreely through holes in the lugs on one side of these slots, and arefitted to holes tapped in lugs on the other side of these slots. hen,therefore, the screws 39 are tightened, they contract the width of theseslots 40, reduce the size of the nuts within the collets 36, and rigidlyattach them to the shaft 6.

The part marked 41 is an extension of the rod 38, and here is made aseparate piece from motives of economy. It is rigidlyattached to the rod38, being bored to receive that rod and pinned to it.

The part marked 42 is a pin fastening the extension 41 to the rod 38.

The part marked 43 is a mortise through the extension 41 to permit thelevers 35 to reach their operating-inclines, which inclines are on theright-hand end of the rod 38, which reaches into the mortise, as shownin Fig. 8.

The part marked 44 is a shoulder on the extension 41 to limit the thrustof the rod 38 when forced to the left by coming in contact with the endof the shaft 6. The thrust to the rightis here limited by the ends ofthe mortise 43, contiguous to the pin 42, striking against the innersides of the levers 35 when the rod is thrust in that direction.

The part marked 45 is a shipper suspended from above. It is connected tothe shipperrod by a slot within an extension of that rod by studsattached to itself. It is clear that the details of this shipper dependlargely on the position the rod 38 occupies in relation to the operator,and also upon the conditions in which the friction-clutches operate.

The parts marked 46 are the studs of the shipper 45, that connect it tothe shipper-rod. They should fill the space longitudinally be tween thewalls of the slot and be securely attached to the shipper.

The part marked 47 is the slot cut round the extension 41 of the rod 33and should be concentricto the shaft 6.

The part marked 48 is an arm that suspends the shipper 45 from thebracket 1. It enters the hub 4 and is secured by the set-screw 5. Thisarrangement permits of the shipper 45 being quickly removed from thebracket 1 whenever the driving-belts on the pulley 2O requireadjustment.

The part marked 49 is a T-stud projecting from the arm 48 through theshipper 45, supporting and forming a pivot for the shipper 45.

The part marked 50 is a slot through the shipper 45, arranged to form alock and pivot for the shipper. The stud 49 is larger in its cylindricalpart than it is wide in its arms,

and the slot 50 hasa shape that accommodates this peculiarity. Thereforethe shipper hangs by two arcs within slot 50 on the cylindrical part ofthe stud 49.

The part marked 51 is the ordinary wooden extension by which the shipperis operated by hand. The only feature here shown that is not common isthe method of clamping it between the two walls of the active shippingelement.

, The parts marked 52 are bolts or screws to clamp the extension 51 tothe shipper.

The part marked 53 is a cone-pulley attached to the shaft by set-screws,and having a position near the middle of the shaft and between the boxes8.

In operation: The pulleys 20 having ordinary rotary motions on theshaft- 6 and the handle 51 being at the disposal of the operator, theshipper 45 may be oscillated on the pivot 49 50. The extension 41 withinits slot 47 will receive the motion of the shipper from the studs 46 andcommunicate such motion to the shipper-rod 38. The levers 35, beingforced apart by the entrance of the rod 38, oscillate on their fulcra 37and press the pulleys 20 into contact with the flanges 30, whichflanges, being rigidly attached to the shaft, communicate the motion ofthe pulley to the shaft and from thence to the cone-pulley. The benefitsfrom the whole counter-shaft being connectedly constructed are that itmay be manufactured, adjusted, and shipped from the factory complete andready to set in place by the parties to use it without trouble.

I claim, substantially as and for the purpose described 1. Thecombination of the bracket 1, tubular shaft 6, rod 38 within said shaft,levers which meet and cover the end of said rod, boxes 8, and thedescribed friction-clutch embracing a driven pulley, as 20, thedrivingpulley 53, and the shipper, all operating as an intermediatemeans to receive, control, and deliver power.

2. In combination, in a friction-clutch in which the driving-surfacesare annular planes, a shipper-rod, levers which meet and cover the endsof such shipper-rod when free, and which are forced apart and locked bythe introduction of said shipper-rod between them, the bracket 1,thcboxes 8, and the shaft 6.

3. The combination of a shaft, as 6,a screw, as 7, a collet, as 36, anda clamp, as 39 40, to secure said collet firmly to the shaft, said partsoperating as means to adjust one driving-surface of a friction-clutch tothe other.

4. The bracket 1, the arm 48, the joint 49 and 50, the shipper 45, andthe described friction-clutch mounted between the box 8 and the end ofthe shaft 6.

5. The combination of the hub 4 on the bracket 1, the screw 5, the arm48, and the shipper 45, attached to said arm, as set forth.

6. The combination, with a counter-shaft, of a friction-clutch arrangedentirely outside the hanger and detachable from the shaft Withoutdisturbing the shaft or boxes, and another similar clutch similarlyarranged on the other end of the shaft and outside the other hanger.

7. The friction-clutch composed of, first, a hollow shaft containing arod that has an independent longitudinal motion; second, a wheel looselyfitted to said shaft; third, suitable levers acting on said wheel andpivoted on the shaft at a point where motion received from the said rodwill force said Wheel to move in a direction parallel to length of theshaft, and, fourth, an annular flange rigidly attached to said shaft ina position to receive the thrust of the wheel on a similar annularflange upon the said wheel. I

8. The combination of the rod 38 with suitable guides, the extension 41,having the mor tise 43 and the groove 47, the shipper 45, the levers 35,the wheel 20, and the flange 30.

9. The combination of a hollow shaft suitably mounted, a rod occupyingits center and suitably arranged to convey motion from a shipper at oneend outside the shaft'through the entire shaft, operating to attach anddetach the surfaces of a friction-clutch.

10. A friction-clutch composed of a flange, as 30, attached to theshaft, a pulley, as 20, loose on, shaft, having a friction-surface tooppose a similar surface on the said flange and conical surfaces toreceive suitable levers, levers, as 85, suitably mounted and adjustablein the direction of the length of the shaft, and a shipper-rod, as 38,operating said clutchlevers by inclines and receiving its motion 35 froma pendent shipperlever.

ALBERT D. PENTZ. lVitnesses:

LOUIS BERGEN, L. M. WILoA.

